Stabilizing mechanism for vehicles



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Patented Feb. 54, 1952 STABILIZING"MECHANISMFOR VEHICLES William E. Gilmore, United YStates-Army, Lynnhurst, N YJ;

Application'september 27, 1946 Serial'vN'o. 699,653

17 Claims. (Cl. 114-05) (Granted. under the act of March 3, k 1883, as'

amended April' 30, 1928; 37.0' 0; G. 757)- Tlie invention described herein may'loev manu--A fact'ured and used`by or for the Government'for governmentaly purposes, without payment to me of`any royalty thereon. Y

The present invention pro-vides certain improvements inJthe construction of load-transporting. instrumentalities which improvements may be embodied'eitlier in watercraft embodyingtwin hulls, or as sled'ges rncunted'on runners for'the transport of loads over ice and snow-covered terranor vehicles embodying endless treads. Generally speaking, the invention relates to improved mounting means for a loadcarrying superstructureI (specifically a platorm or similar surface), which mounting means connect `the superstructure to the body ofthevehicle (whether such be'l twin hulls of a watercraftor runners for a sledge, ora wheeled chassis) which assures the superstructure remaining substantially Ieve1 regardless ofthe position assumed by the mounting means carrying the superstructure, within the limits of' operation of' the said mounting means.

Generally speaking, the various types ofA vehicles' referred to above' are notnew; Thustwinhulled watercraft;A have been proposed forus'e inA sheltered and comparatively shallowv waters,`such craft'be'ing'of'much shallower draft,` much spe'e'dier,. andV much more' maneuveralcley than are the'l usual single-hulled vessels; Also', the twin-hulled' mounts, alsoobviously are extremely old. Butin all* typesof vehicles', whether they loe4 water' or.

landQ a common diiculty isv experienced when irregularities orroughness in the medium through or,` over which the vehicleA is traveling are" encountered. ,p

'difficultyr arises from" the' fact' thatv` in allv instances of such prior constructions,f the loadcarrying superstructure isnot" mounted with the degree of flexibility required to maintain it substantially horizontal regardless of the position'of` the mounts (hulls.orwheelsorrunners) relative toV each other. In the event of watercraft,the effects of .wave motionson the hulls are to set up torsion's in many directions, which, if. the elastic limiti'o'f i the vmaterials used. in' the' construction of the vessels is exceededgpwill cause' inevitable fractureof' the hulls' or superstructure; butin any' case,` therewill bevariations'irr the load-carrying'1 to a`A 2 superstructure away from the horizontal, and loss of steerageway dueto broadside draft of the hulls. Similar effects are noted for land vehicles traveling over irregular terrain.

The present invention provides an improved articulated mounting for a' load-carryingsuper structure which' maintains aV substantially hori'- zontal load-carrying position within the limitsof' articulation oi the mounting" means andV independent of the motion between mounts forth'e up'perstructure. a

In the following description and claims; the

term hull isv used generally to' include Sledge runners and tracks, wheeled'I frames,k and endless treadf' vehicles', as' well'as boat' hulls;

An objectof the present invention is theV pro'- vis'ion. ofVV articulated interconnected mounting means for' a load'carrying superstructure which,v

ness or deviation from horizontal of thesurfaceV over which the structure passes.

A further'object'is the provision of'mounting means for a, load-carrying superstructure which;

within`V the limits of' articulation', is constructed and'adapted'to s'ubstantiallyreduce the' degree of' pitch of the superstructure as the structure passes overa surface` transversely uneven' and at the same time to `'maintain' the" structure transversely level.l

A; further'v object of thel invention isthe provi#- sion of articulated means for mounting a load'- carrying superstructure on'carriage means, which is constructed' and adapted, within the limits of articulation, tol maintain the superstructure" sub'- stantially horizontal andb without the imposition of' additional stress'on the superstructure as the result of vertical shifting of the carriage means.

A` further object is theiprovision of meansA for mounting a load-carrying superstructure on ear-L riag'e means, whichv permits the employment of one, two, or more mounting means at each side' of the superstructure.

A further' object is the provision of `means" for mounting a superstructure on parallel: hulls wh'ichis constructed and adapted'to maintain the longitudinalk a'Xes'of the hullscontinuously equi'- distant and in parallel planes perpendicular to the'plane'of the superstructure independently of themovement and position of the hulls.

A further objectv oi" the invention is the provi# sion ofmo'unting. instrumentalities for' a loadcarrying'superstructure which will maintain the vertical centerlines* of" theA hulls' at a constant distance from each other independently of the latitude. of vertical movement of the respective hulls, or the position of the horizontal axes of the hulls in their relationship to one another.

A further object of the invention is to provide articulated mounting means for the superstructure that will maintain the superstructure substantially horizontal at all times and which will maintain the vertical plane of the athwartship or transverse axes of the hulls constantly at right angles to the horizontal plane of the center line or axis of the superstructure within the limits of articulation of the mounting means during the entire latitude of movement of the respective hulls on their horizontal axes in relationship to the said superstructure.

Further objects of the invention become--apparent as the description proceeds and the features of novelty will be pointed out in particularityvin the appended claims.

The invention will be understood more readily by reference to the accompanying drawings which represent illustrative embodiments lof the invention.

In the drawings:

Figure 1 represents a side elevation of a twinhulled water-borne craft embodying the features of the invention;

Figure 2 is a transverse sectional elevation taken on the line II-II of Figure 1;

Figure 3 is a view similar to Figure 1 showing the horizontal maintenance of the load-carrying superstructure in horizontal position regardless of relative displacement .of the hulls, within the limits of articulation of the mountingmeans for the superstructure;

Figure 4 is a segmentary sectional plan view of a portion of an enlarged scale, the view being taken between the planes of the lines IV-IV of Figure 6 looking in the directionof the arrows;

Figure 5 is a transverse elevation taken on the line V-V of Figure 4;

Figure 6 is a plan view of one form of the invention, parts being broken away to show structural features;

n Figure 7 is a side elevation similar to Figure 1 Figure 9Ais a sectional elevation of braking. mechanism employed in conjunction with the motion-transmitting gearing of Figure9, taken on the line IXA-IXA of Figure 9;

l Figure 10 is a Dlanview similar to Figure 9 but showing a further modication;

Figure 11 is a fragmentary side elevation of a portion of Figure 10, parts being broken away;

Figure 12 is a transverse sectional view talrer.4 o n the plane of the line XII- XII of Figure 11,.

looking in the direction of the arrows;

Figure 13 is a detail sectional view taken on the line MII-XIII of Figure 10;

Figure 14 is a fragmentary side elevation of` further modification, parts being broken away to show Vstructural features;

Figure 15 is a sectional elevation through one of the supporting mechanisms of Figure 14, the view beingtaken along the li-ne XV--XV of Figure 14, looking in the direction of the arrows:

Figure 16 is a sectional elevation showing structural details of the mechanism or VFigure 4 the view being taken on the line XVI-XVI of Figure 15;

Figure 1'7 is a side elevation of a further modification of the invention;

Figure 18 is a sectional elevation of the modication of Figure 18, the view being on the line XVIII-XVIII of Figure 17;

Figure 19 is a view similar to Figure 17, but showing the relative position of the parts during vertical angular displacement of the hulls or carriage means;

Figure 20 is a horizontal sectional plan view of one of the mounting assemblies, namely, the lefthand assembly as viewed in Figure 17, for the leveling mechanism, the view being taken on the line XX-XX of Figure 17, looking in the direction of thearrows;

Figure 21 is a vertical sectional elevation taken on the line XXI-XXI of Figure 20, looking in the direction of the arrows;

Figure 22 is a .transverse sectional elevation taken on the line YXXII- XXII of Figure 21, looking inthe direction of the arrows;

Figure 23 is a view similar to Figure 21 b ut showing the construction of the remaining mounting assemblies of Figure 17;

Figure 24 is aside elevation of the invention. adapted to a motor-driven vehicle,.specically a.

sledge provided with runnersY and an endless tread mechanism;

Figure 25 is a transverse sectional elevation of the mechanism of Figure 24, the view beingtaken on the line XXV-XXV of Figure 24;

Figure 26 is an isometric perspective view .A showing the relationship between 4 the longitu dinal and transverse axes lof the carriage members and of the superstructure;

Figure 2'7 is a view. similar to Figure 26 illus trating the vconstancy of the relations shown in Figure 26 .underconditions of displacement of the mounting means for the superstructure, the' viewshowing relative lateral displacementof the hulls;

' Figure v2s is a view similar to Figure 19, butV showing a modied form of hulls or mounting means;

Figure 29 is a' transverse sectional elevation through the modied mounting means of Figure 28, lthe View beingtaken Yon thelinev XXIX of Figure v28;

vFigure 30 isa longitudinal sectional elevation'l ofthe mounting of Figure 29, the view being' in the upper portion of Figure 18,.the view show ing application of locking instrumentalities to the' motion-transmitting cable for enabling locking of the cable Yand load-carrying superstructure in any desired position;

Figure 33 is a sectional elevational view taken y on the line XXXIII-f-XXXIII of Figure 32, look.-V

ing in the direction of.. the arrows; and Figure 34 is a vertical section taken on the line )QXIVe-XXXIV of Figure 33, looking in the di rection of the arrows.

Referring more particularly to the drawings and first to Figures 1 vand 2, reference characters,

V and B `represent twin mountsv or hulls, for a load-transporting superstructure `C which com prises'the .pluatfo'rin1).L The superstructure C iri' addition of the-.letter "a"'.to each number.

these views may be-'honow to .contain eoualizing mechanism'wliiohwill be-desc'ribed in detail hereinafte'r. Y f

nMounted on each of the hulls 4A ands are s'iniilarforeyand aft arm-braekets2l and-2 la that are pivotally mounted insbe'arings 23 land v230i mountedonnthe top of the hulls A-and B, the pivotal connection bei-ng .through trunnions: 25 and vvg; that extend laterally 4in these-.bearings 23 and 23a. Bearings 23 are rigidly :iixed bear= ings rwhilebearings. 23a permit trunnions 25a and arms l2|lt to slideeto. accommodate changes` in center due to variations in relative positions be tween the hulls A and B, such .as is shown 'in 'Figure 3 Vfor example.

.The =1ipper portion* of. teachv bracketIar-m -2 I and 21a forms sleeves. 21 and 21a whichsleevesare keyed to the similar shafts 23.and 29a which extend as shown into the interior of the super-v structure.

The shafts 23. and ZQaareprOVidedon their inner ends with `aiiniversal coupling yokexor shackle,-siichasindicated at 3| These. .y.okes' are pin-connected to complementary luniversal couii pling members 33 on the outer enclof each shaft 35. Each of the shafts 35 extends-inwardly. and terminates in `a housing. 31, a .plurality of radial varies 39 ('see Figures 4 and 5V) which terminate just short of the housingy3'l, as is indicated. on

Eigure 5,0n an enlargedv'scale, extending diag:

metrically from theshaft 35. Projecting inwardly from housings 31 are radial vanes 4I, Vthese vanes 4| alternatingwith the vanes 33.011 shaft 35. Housings B11-lt loosely over shafts 35 to .permit independent rotation of the shafts 35 relative to the housings. Keyed to the housings 3l forL conjoint Yrotation therewith are shafts 43, and between the vanes 39 and 4l in the housings 37 are a plurality of coil springs 'sumciently compressed Ato be retained frictionally between the varies anden retaining' lugs 39a for a purpose to be described hereinafter. The shafts 43 are only long enough to be keyed to housings 31 and to terminatev in universal coupling members 41 which are coupled with universal coupling vyoltes y113 Vof shafts 5I. These shafts/5| terminate in bevel -gears 53 that mesh with other gears 55 carried on stub Shaft 5l that is mounted on the forward transverse reinforcing beam 56 of superstructure D in a bearing, the housing. for which is shown at 53. The shafts 5I turn vvin anti=frictionv bearings in housings 53, these housings beingmounted on bracket arms-63 'whichextend as shown from bearin'g-housing-SB,

and which are secured to this bearing housing;Y y

and suitable anti-friction bearingsindicated4 at 6|.,areprovided for shaftsil.y Bearings 6I :are housed in cylindrical housing 63.

. It will be seen,-therefore, that if there is a verti.V

cal 'displacement between the hulls A and B (-such the Sametime, the aft pair of `arms2la is functioning in a similar manner through an identical "transmission system as that described above, like-parts of which 'are designated by the muitaneously. howeveavthe bracket arms'z lafiare free to slideA in bearings 23a,'and do-slidezintooiD-- positie positions as.. indicated i in ',*Figrei 3; automatically compensating fordiiere'nces inverti# cai displacement between thefhulls A and iB .and

maintaining vthe superstructure D continuously-fin an approximately horizontal plane' longitudinally; regardless of the displacement'btweenthe hill-ls, up to the limitsof articulationofvthe connecting linkage between 'the' respective hulls -and the superstructure Apermitted by the Alength :off'the' pivot v`arms andthe amount of slidihgihovement permittedibyvbearingszsa;

' It fhas been 'statedfthat movement of one ofthe hullsfA Aori-1B relative to theother transmits Va'pa proXiin'ately equal and opposite movement tothe other hull1 Thisv isaccoinpli'shed smoothly and evenly through the -edition of the coil springs in the housings 3T and 31a.. The transmission-gearing effects rotationvof the shafts 43 and i3d` thus shiftingthe housings 3l and 31d andeffecting a greater Vorless compression of springsvd, 'depending -upon the 'amount of relative movement -between' the hulls. "The resulting compression of the springsV 35` acts on vanes 39 to turn shafts 35 and 35a, andfif the springs `45-are compresse/dto their-full extent, shafts 43 fand 35 turn 'together as a unit.

The modification shown in .Figures 7,8 and 9 acts .in a .similar V.manner except that superstruc ture Dis mounted onr three 'mounting members saine reference numbers as 'used above'with 'the' Sifinstead of the two supports described-iii the foree going description of Figures 1` through '6,ad the mounting-members are pairs fof 'springs 65;'*6512 and h, that are mounted on thet'op ofhulls' and B through pivotal pin connections 37, 61d and ofaround' which 'the spr-ings 'are free to pivot vertically. V The upper ends of the springs are-.secured Ito sleeves 33, 33a and'33b` that-'are sides rof' superstructure D. Sleeves 169,'-69a and 69h are keyed to shafts 13, 3a'and 'l3b1tha`t`correspond to shafts 23 of' the previously described construction. Movement isv transmitted through universal couplings; shafts and transmission gearing instrumentalities identical to those de'- scribed above, the parts of which are identified with the same referencenumeralsfas' applied to the construction of Fliguresl through feiicep't that the. .letter of is applied lto the numerals EofL the intermediate' transmission "elements of Figures 7; 8 `and 9, and :require no further Aide#- scription. n

. It'will be noted in the` construction of Figures' 7, 8 and-Qth'atan optional Yprovision is included; in that Vbraking Y'means 'maybe provided lfor `-re straining idler gears 55, 55a and55b'of'the motion transmission leehanism against -i'itat/o'n, thleby locking the niechanisinvinto what 'amount'sto aunitary-construction. -f This mechanism comprises rusual braking instrii'n'ientalities such as a brake drum "'15,-a vbrake band 'llcoopera'ting therewith,"`an`d 'a brake'ea'ctuating lever 19, for compressing thebrakeband TIr against the Ibrakedr'ur'n '15. Thisbrakefmechanism locks fthe entire assembly into arigid'struc ture. Individual brake levers may be provided for each transmission system, or the braking mechanism may be interconnected'and operated simultaneously from a single' station. I

It will be noted further that pivot-5l Vfor springs 'is a x'edpivot pointin brackets 3i, whereas trunnions 57a and BIb are slidablein bearing' brackets Bla and B 'Ib as shown so as to maintain proper vrr'elatioiiship between vertical and rvtransverse axes, as will be pointed out in greater particularity hereinafter.

In all instancesit is necessary to have one of the connections for the levers as a fixed pivot, the remaininglevers being slidably mounted in their bearing brackets. In operation each pail` of the springs and the keyed sleeves 89. 89a and 69h function as integral units.

` In the modification of the construction shown in Figures 10, 1l and 12, means are provided for resisting `tilting if the said superstructure is loadedunevenly. While the modified construction of Figures 10, 11 and 12 is shown in conjunction with a spring mounting similar to that of Figures 7, 8 and 9, it will be understood that the embodiments of the construction of Figures 10, 11 and 12 are of general application and may be used in connection with any of the illustrated embodiments.

Springs 65 and 85a are mounted as previously described on pivot trunnions 61 and 61a, respectively, which are mounted in fixed bearings 8| and sliding bearings Sia, respectively. Springs 65 and 85a are attached integrally to sleeves 83 and 83a, keyed to shafts 85 and 85a mounted in brackets.. 81, 81a of the superstructure D. Also integral with the sleeves 83 and 83a are levers 89 and 88a, cables 9| and 92 being attached to the upper ends of levers 89 and passing around opposite pairs of sheaves 93 and 93a in the superstructure which is recessed to provide mounting` space for the sheaves 93 and 93a and also for the passage of the cables. Cable 9| is attached to the end of a cylindrical housing 95 which contains a spring 91 under compression between the end of the housing and the cap 99 of the housing, which' cap has a hole therethrough for passage of cable 92. Cable 92 is attached to the inner end of spring 91 in any suitable manner. Cable 92 passes around its sheave 93 and is attached to the upper end ofthe lever 89. Cap 99 of the housing 95 is heldin place by a set screw IGI. Sheaves 93 are mounted on shafts |03 for free rotation of the sheaves. Springs |05 also are attached to levers 89 and to the superstructure D, which springs resiliently hold the levers 89 in upright position and resist turning movements of the levers responsively to uneven loading of the superstructure, thereby inhibitingtilting of the said superstructure if the load is unevenly placed thereon.

This construction is repeated for each of the mountings. These levers 89a for the mountings v 65a are held by cables 9 la and 92a passing around sheaves 93a; and springs |05a exert a snubbing action on the superstructure as defined above; cooperating with springs |05 to inhibit tilting of the superstructure. v

In this modification, a third transmission and snubbing system is provided, which is entirely similar to the systems described above, and the parts of which are indicated by the same reference numbers, except for the letter b" applied to each of the said reference numbers. This third transmission and snubbing system is located equidistantly between the other two and intermediate thereof. The mounting brackets B I, Bla and Blb are shown as being mounted on the gunwhales of the hulls A and B, the pivotal connections 61 being fixed connections, while the pivotal connections 61a and 61h are slidable in brackets 8|a and 8|b.

`lin the modification shown in Figures 14, l5 and 16, the cables and sheaves of the modification, just described above, are replaced by shaft and gear-transmission mechanism like that shown in Figure 9. YI'hus, shafts |01, v|01a and |0117 are -The'se shafts are rotatably mounted in the lower part of brackets |2|, |2|a and |2|b that are connected rigidly to the superstructure D by rivets,y bolts or equivalent attachment devices |23.

Lever arms ||9, ||9a and ||9b are provided with reduced end portions` |25, |25a and |25b that project into trunnion blocks |21, |21a and |21b, these trunnion blocks having oppositely extending trunnions |26 that are carried in the side arms |28 of shackles or pillow blocks |29, |29a and |291). These pillow blocks also are pivoted on shafts |30, |30a and |30b that are held in bearings |33, |33a and |33b that are mounted onthe top of housings |35, |35a and |3517. These housings are shown as being mounted on the bottom? |34 of the hulls.

The trunnions V|25 of eachr of the trunnion blocks |21, |21a and'l21b constitute the only connections between the superstructure D and the hulls A and B, the hulls A and B therefore being free tovroll laterally about the lever arm portions |25,V |25a and |2512 in the trunnion blocks-this rolling movement therefore not being transmitted to the lever arms H9, ||9a and ||9b, so that the horizontal transverse plane of the superstructure D remains unaffected by such transverse rolling movement of the hulls.

YWhere the hulls become displaced longitudinally in a pitching motion, as :illustrated in Figure 19 for example, lever arm ||9a (Fig. 14) is held against sliding movement in its trunnion block, it being held rigidly against such movement by mechanical locking means, while lever arms ||9 and ||9b are free to slide -in their re spective trunnion blocks. Any relative longitudinal displacement between the hulls will be transmitted in an opposite and equal direction through the rack and pinion connections between the hulls and superstructure and the connecting parts.

In the form shown in Figures 17 and 18 the same function is performed by the connecting cables. It will be understood that the shockabsorbing mechanism shown in connection with the construction of Figure 10 may be incorporated in similar manner in all modifications.

Locking mechanism, shown in Figs. 14, 15 and 16, and which will be .described in more particularity hereinafter, may be provided to lock the mechanism for producing integral movement between the hulls in the event of lateral rolling motion.

The locking mechanism referred to above comprises anfarin |38 of a bell crank |31, the arm |36 being the longer arm of the bell crank, the bell crank being fulcrumed at |38 on a pin which extends through the sides of a bracket |40 that projects from the pillow blocks |29, |29a and The end of each of the lever arm portions |25, |25a and |25b which pass through each trunnion block is recessed for the reception of the arm |35 of bell crank |31. Engagement of'the arm |35 in this recess locks the said lever portions and therefore lever arms ||9, ||9a and ||9b thereby preventing relative rolling motion be-l 9 vtween the 'hulls A and "B.' The yshort arm "|3611 of the bell crank |31 is provided with an eye |52 `for the Areception of a cable and `other means, not showngfor actuating the bell crank A|31 so `that the arm lmay be moved between locking" and releasing' positions. It Swill be yobserved that the shaft portion l|25a/is'tl'ireaded as is indicated at |52",-a'nut I y54| being mounted on these threads and brought into engagement-with `the trunnion block 21a thereby preventingdisplacement of the lever arm from the trunnion 'block I'Za. 'Housings |35, I 35a and |351) are provided with registering openings |59' to accommodate the lever arms 'and locking mechanisms.

Whenthearm |"35'is inflocking-position, the

hulls Aand 'B will I-be vheld 'together laterally as I by arrigid connection, although longitudinal ver `tical `displacement Abetween the hulls is'still possible' through the action of the pinions *I -fon the segmentsof levers I The above construction 'is duplicated for each ofthe mountings for the superstructure, as will be apparent from Fig. '14. It willbeV apparent that the hulls may bepermittedto roll laterally aboutthe llever arm portions in the tru-union bear-ings, or may be locked by the means described, `if desired.

' "The superstructure D is maintained substantially horizontal within vthe limits of articulation of the mounting means for the superstructure bythe above construction in a manner-similar tages, `with an increased exibility of mounting of the lever assemblies, and eliminates the housings which support and Aenclose the mounting assemblies in the modifications shown in Figures 14, 1'5ja`nd 16.

Inthe` modication -of the construction shown in Figures 17 and 18, shafts |39, |39a and |391) extend from side to side of each loff the respective hulls vA yandi'B adjacent to the bottoms thereof, and are secured to the sides of the hull. These shafts are mounted equidistantly from the bottorn of? the hulls andare in the same horizontal plane extending longitudinally through the hulls whenthe hulls are at rest.

' Mountedfon these shaftsare pillow blocks 14|,

lilla.' and |4117 in which vare mounted trunnion blocks |53, |4311 and |43b, fromv which extend trunnions M5, |4'5a 'and |4517 that lextendlat- 'er-'ally from the trunnion blocks through the arms of the fpillow blocks |43, |3c and |4317, the reduced-ends |55, |466@ and lMb of lever arms |41, 'Mile' and' |4117 extending into these trunnion blocksfas shown, `each of these .lever `arms being integral with stub shafts |49, |-49a and M917. This construction "is `the same as vthe construe tionorthemodification of Figures 14,15 and16. "*Ea'ch ofthese stub shafts |139, 149e and |4912 -is 'carried in brackets 5|, |5|u and |5|b that Aare secured to thesuperstructure D'and extend into hulls A andB vs that the Stub Shafts |49, l'i'afand |4517 are on the samehorizontal plane passing through "the longitudinal center line of the `hullsA and B, which plane alsojincludes 'the `'trunnions |45, |45a and |4517. The trunnions vin each of the hulls lA and B remain in this same longitudinal plane through the respective hulls independently or any vertical ldisplacement between the hulls as indicated clearly on Figure 19. The positions of the trunnions on the center lineof the hulls is not particularly critical, as they may be equidistantly above or below this center line, although preferably they are on this center line.

The tops of the brackets |I, |5|a and `|`5|b are aligned yon the sides of the superstructure D so as tol maintain the superstructure parallel to, and horizontal with, the hulls both longitudinally and transversely, when the hulls are at rest, and substantially horizontal independently of the position of the hulls, and within the limits of articulation of the mounting means for the superstructure.

Mounted on each of the stub shafts |49, |49a and |491) and movable therewith are levers |53, |5312 and |5311, these levers being similarly shaped, as indicated on Figure 18, and similar to the levers H5, ||5a and ||5b of the modification shown in Figures 14, l and 16. However, in theconstruction of Figures 17 and 18 the enlarged segmented top surfaces |55, |a and |551) of the levers |53, |53a-and |53b receive operating cables |57, '|5'ia and |511), these cables being secured to the segmental top portions ofthe levers as indicated at |50, |a and |6017. These cables |51, 151e and |5711Y extend beneath the superstructure D as shown in Figure 18, and connect opposite levers of each shaft as shown in Figure 1S, the cables being carried by sheaves |59, |59a and |5917 which depend from the bottom of the superstructure D: and which are turnable on shafts |6l, |9|a and |6|b. The cables carry the Weight ofjthe superstructure and are so positioned that the superstructure bears proportionately on the cables for equalizing the weight carriedv by' the cables.`

The details of the mountings of the` lever arm portions |46, Illa 'and |45b are shown in Figures '20 through 23, inclusive. This mounting substantially compensates for both longitudinal pitching and transverse rolling of the hulls A and B.

As has been pointed out above, the pillow blocks |4|y Ma and |4|b are mounted on the shafts |39, |3911 and |39b, the pillow blocks being keyed to the shafts by a key indicated at |52 on Figures 21,' 22 and 23. The shafts |39, |39a and |3919 are rigidly secured to the inner sides of the hulls A and B at an equal distance from the bottoni of the hulls and in the same longitudinal plane. Each of these shafts |39, |39c and |395 is received in a similar recess |53 that extends across Ythe bottom of the pillow block, and which forms a seatfor the pillow block on the shafts, the key |52 forming the connection. The closure is eilected by a complementary bottom closure V|51 and is held Vin place by `cap screws |59. I

'The arm portion |45 is received in a trunnion Y assembly which is constructed and assembled inthe 'following manner: y

It will be observed especially from Figures 2l, 22 and'23 that each of thev pillow blocks Uli, 14m and Mib is a casting having two upstanding lateral bracket larms the intervening space between these side brackets delining the reception space `for the trunnion assembly, the brac :ets being 'recessed toA receive trunnion 

